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(No Model.) 3 Sheets-Sheet 1.

J. ROOTS. PETROLEUM ENGINE.

No. 425,909. Patented Apr. 15, 1890.

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(No Model.) 3 Sheds-Sheet 2. J. ROOTS.

PETROLEUM ENGINE. N0. 425,909. Patented Apr. 15, 1890.

llllllllll gf (No Model.) 3 Sheets-Sheet '3.

J. ROOTS, PETROLEUM ENGINE.

Patented Apr. 15

UNITED, STATES.

PATENT OFFICE.

JAMES ROOTS, OF VVESTBOURNE PARK, COUNTY OF MIDDLESEX, ENGLAND.

PETROLEUM-ENGINE.

SFECIFICATION forming part of Letters Patent No. 425,909, dated April 15, 1890.

Application filed December 23, 1889- Serial No. 334,748.

(No model.) Patented in England .Tune 26, 1888, No. 9,311, July 31, 1888. No. 11,067, and November 3, 1888, No.15,882; in France March 8,

1889, ITO-196,553; in Belgium March 8,1889,No.

85,310 in Italy April 10, 1889, XXIII, 25,327; in Spain June 18,1889,N0. 9,480; in India June 20,1889,N0. 123, and in Austria-Hungary October 7, 1889, No. 13,374 and No. 51,156.

To all whom it may concern.-

Be it known that I, JAMES 300118, a subject of the Queen of Great Britain, residing at 19 St. Marys Road, W'estbourne Park,

XXIII, No. 25,327, dated April 10, 1889; 111- Spain, No. 9,430, dated June 13, 1889; in India, No. 123, dated June 20, 1889; and in Austria- Hungary, No. 13,374 and No. 51,156, dated October 7, 1889,) of which the following'is a specification.

This invention relates to improvements in l1ydrocarb0n-engines Figure 1 of the annexed drawings is a side elevation of an engine designed to consume the petroleums or hydrocarbons of a high specific gravity. Fig. 2 is an end View of the same. Fig. 3 shows the mechanism for governing the supply of petroleum. Figs. 4, 4, 5, 5, 6, and 6 show modifications of the method of mixing the petroleum and air, rendering the mixture perfectly gaseous before entering the cylinder. Figs. 7, 8, and 9 show different views of the engine for using petroleums both of the higher and lower specific gravities'. Figs. 10 and 1O show a governing apparatus adapted for the lighter petroleums, but which can be used for either, together with a section ofv the air and petroleum inlet-box, which is the same in each diagram. Fig. 11 shows the working of the bellows for supplying air for the blow-pipe flame from the lamp. Fig. 12 shows an alternative method of working the bellows for supplying the igniting tube-heater with air.

The same letters refer to the same parts in each figure.

A is the cylinder containing a piston of ordinary construction.

B is the cylinder-cover.

O represents the tubes placed in, or grooves cast in, the cover, through which the petroleum and air are together drawn by the outstroke of the piston, Figs. 4, 4, 5, 5, 6,-and G.

D is the chamber containing layers of wiregauze, to which the petroleum and air are admitted.

E is the petroleum-reservoir, having a sighttube to show the level of the oil.

F is the igniting-tube, kept at a red heat by the flame of the lamp G in Figs. 1 and 2, the lamp G in Figs. 7, 8, and 9, and the lamp G in Figs. 11 and 12.

The chimney of the lamp G is formed of a coil of one piece of copper tubing. The igniting -tube passes down the center of it through the flame from acircular burner and is attached to the top of the button or deflector in the lamp, as shown in Fig. 2. The coil is coated on the outside with asbestus to prevent radiation of heat. The lamp G has also a circular burner of less diameter, but without a button, and the igniting-tube F also passes down through the center of the flame. The inside of the metal chimney is lined with asbestus.

I11 Figs. 11 and 12 the lamp G has double flat wicks and the tube and chimney are placed horizontally, while a forced draft is supplied from a blow-pipe tube Z by means of a pair of bellows, the bellows Z being worked in Fig. 12 by a cam Y on the main shaft, forcing down the rod which passes through the bed, and has a roller on its upper end to bear on the face of thecam. The other end is attached to the bellows Z. The roller is kept against the cam by a spring.

. crank-shaft W.

position the tappet-rod H.

When the speed of the engine becomes excessive and the ball-governor I lifts, the bellcrank lever I is pulled down, moving out of The pump is not then actuated and the petroleum supply ceases. .Both joints on the tappet-rod H, also the nearest joint on the bell-crank I, are loose to allow of the necessary double move ment.

The air is heated in passing through the coil J, placed in the exhaust-box J, (shown at Fig. 9,) by the products passing through the box. It then enters, together with the petroleum, the chamber D, passes through the gauze placed therein,and then, as shown in Figs. 4, 4, 5, 5, 6, and 6, through the grooves or tubes in the, cylinder-cover by the channel K directly into the valve-box beneath the valve K.

In Figs. 4 and 6 the petroleum and air pass from the end of the chamber D into a channel cast in the cover or in the cylinder end round to the entrance C to the grooves or tubes 0.

In Fig. 5 the petroleum and air. pass directly into the top of the grooves at O, and out at the bottom of the spiral into the channel K. a r

In Figs. 4 and 5 the grooves or tubes 0 are cast in the cylindercover. In Fig. 6 the tubes are fitted into a single groove; but in each case they are covered from the explosion-chamber by a plate of metal 0 The coil of copper tube forming the chimney of the lamp G, Figs. 1 and 2, is used to start the engine, or in very small engines of running it alone. After lighting the lamp the hand-tap is turned on, allowing the petroleum to feed into the cup L. (Shown in Figs. 1 and 2.) On the ontstroke of the piston, air, together with the petroleum, is drawn through all the winds of the coil-chimney surrounding the burner on the lamp G directly into the valve-box K, the end of the tube being fitted into the side of the valve-box, as shown at Fig. 10. The petroleum for starting large engines or running small ones isby this meansi. e., the rapidpassage of the petroleum and air through a highly-heated tube of great lengtlre-mixed perfectlywiththeair, and there is no cooling-surface to condense the oil. The interstices between the winds of the coil chimney are closed by asbestus packed round the outside, with the double object of preventing the radiation of heat and of preventing the leakage of air into the chimney. The chimney-coil mayalso be made for a lamp with a button, such as at G. The coil chimney may in like manner he made for a flat flame oil-lamp, or the spiral tube or channel-chimney may be made in castings bolted or brazed together. The exhaust-valve spindle M is struck by the arm or tappet M, which is fixed to the exhaust-valve shaft X, the partial rotation of the shaft X moving the tappet M up at every alternate revolution. The shaft X is given its partial rotation by the lever N, jointed to the connecting-rod O, the connecting-rod 0 being jointed to the pin on the cogwheel Both joints on the connecting-rod O are loose or semi-universal joints.

Figs. 10 and 10 show the channel cast in the end of the cylinder which connects O, the entrance to the smaller grooves or tubes 0 in the cover, Figs. 6 and 6, with the admissionchamber D, but with abarrier interposed and the governing-valves P; and P attached.

These are placed on one spindle P. These valves, together with the connection of the grooves or channels, are shown in dotted lines in Fig. 10. When thespeed of the engine becomes excessive and the balls otthegovernor I rise, by lowering the lever B. Figs. 7, 8, and 9, it allows the valve-spindle P to drop, thus closing the valve P and opening the valve P The valve P being closed, the pe- 1 troleum or explosive mixture is shut, off and only airenters by the open valve P When the speed of the engine falls, the air-valve P is again closed, allowing the explosive mixture to enter by the valve P.

S is a short length of glass as a sightfeed, permitting the amount of petroleum passing into the engine to be seen. The governor I is revolved by the band T passing round a pulley on the crank-shaft.

I am aware that heating chambers and coils have been'placed in the explosion-chamber before, through which the petroleum and air are drawn before entering. the explosionchamber. Now by placing the heating chamber or coil within the explosion-chamber, and it being rapidly cooled down by the passage through it of the petroleum and air immediately beforeignition, it not only otters a much larger cooling-surface, but a much colder surface to the explosive charge at the moment of ignition, so that'it causes a very imperfect combustion .and a great waste of the petroleum. In the arrangement described herein the cooling-surface is not increased beyond that in an ordinary gas-engine, and being placed in the cover there is a mass of metal giving a reserve of heat to draw upon, so that the cover-surface exposed to the explosion is not snddenlycooled so much. There being also a layer of asbestos between it and the cylinder prevents the rapid conduction of heat from the cover to thejacket by the cylinder, and thus causes a saving of one-fourth of the petroleum, besides enabling a heavier and cruder petroleum to be used.

I am also aware that coils of pipe have been employed outside the engine, heated bya lampflame, to pass the air and petroleum through to mix them, butI do not claim this in a broad sense.

What I claim as my invention, and desire to secure by Letters Patent, is-

1. In a petroleum-engine, the combination of the cylinder, a cylindercover having grooves or tubes therein, through which the petroleum and air are drawn by the outstroke of the piston, and a petroleum and air chamber containing wire-gauze, substantially as and for the purposes described.

2. In a petroleum-engine, the combination of the grooves or tubes 0 in the cover, with the admission-chamberD, containing the wiregauze, to which the petroleum and air heated by the exhaust are admitted, as described.

3. In a petroleum-engine, the combination of the cylinder A, the valve-box K, the cylinder-cover 13, having grooves or tubes 0 and passage K, and the admission-chamber D, containing wire-gauze, substantially as shown and described.

4:. In a petroleum engine, the combination of the cylinder A, the cylinder-cover 13, provided with channels for the passage of petroleum and air, the admission-chamber D, containin g wire-gauze, the i gnitin g-tube F, a lamp having a chimney surrounding said tubes, and the exhaust-box J having a coil J, in which the air is heated before it is commingled with the petroleum, substantially as described.-

5. In a petroleum-engine, the combination, with the cylinderA and the cylinder-cover B provided with channels for the passage of petroleum and air, of the spindle P, carrying valves P P, that form a governing device to control the supply of petroleum and air.

6. I11 a petroleum-engine, the combination, with the cylinder A'and the admission-valve box, of a lamp having a chimney comprising a coil of piping, the upper end of which carries a receptacle into which the petroleum and air are admitted, and the other end of which is fitted into the admission-valve box of the engine, substantially as described.

7 In a petroleum-engine, the combination, witht-he exhaust-valve, of the spindle M, the exhaust-valve shaft X, having a tappet M, the lever N, connecting-rod 0, gears \V W and main shaft W', substantially as shown and described;

In witness whereof I have hereto signed my name, in the presence of two subscribing witnesses, on the 18th day of March, 1889.

JAMES ROOTS. Witnesses:

RICHARD CORE GARDNER, CHARLES ALFRED GRossnTE'rE, Bothof 166 Fleet Street,LoncZon, England. 

